汽车防撞梁热冲压成形实验研究
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摘要
热冲压成形技术是最近几年发展起来的新型板料成形技术，主要应用于汽车车身高强度结构件的生产。基本原理是通过模具对加热到奥氏体化温度的板料，进行冲压成形及冷却淬火，使预加工零件的微观组织由原来的珠光体和铁素体混合物转化为马氏体，以满足对零件高强度和高硬度的要求，使成形后零件的形状和尺寸精度得到大幅提高，解决高强度钢零件在成形过程中容易出现的回弹、起皱、开裂等问题。
本文开展了汽车防撞梁的热冲压成形工艺数值模拟、模具设计以及成形实验的相关研究，为热冲压成形的实际生产提供指导。主要的研究工作有以下几点：
1.防撞梁热冲压成形数值模拟。使用Pam-Stamp_2G2011软件对防撞梁热冲压成形工艺进行了数值模拟，基于热冲压成形数值模拟的理论基础，建立了有限元模型。主要分析了压边力大小、模具间隙、摩擦系数等因素对热冲压成形过程及微观组织的影响。根据模拟结果，优化出了合理的成形工艺参数。结果表明：压边力在很大程度上影响成形效果，压边力越大使板料减薄越明显；摩擦系数影响板料流动，其值越大，板料的减薄情况越明显；模具间隙越大板料的减薄越小，但是间隙过大会影响成形精度；淬火结束后零件的组织均为马氏体，且分布较均匀。
2.防撞梁热冲压成形模具设计。根据热冲压成形工艺特点，提出了冷却系统设计原则，设计了热冲压成形模具结构和循环冷却水路，探讨了密封方式。研究表明：冷却系统必须确保有效性、均匀性、密封性，避免冷却盲区；模具结构包括：凸、凹模、模块安装板、压边圈、导板等，循环水路以并联方式连接，但模块密封方式有待改进。
3.防撞梁热冲压成形试验研究。加工制作了热冲压成形试验模具，分别进行了直接热成形和间接热成形的试验，介绍了热冲压成形模具材料；对两种成形方法零件的宏观形貌、微观组织、显微硬度和抗拉强度进行了比较、分析。结果如下：
1）宏观形貌。通过热成形得到的零件轮廓尺寸精确、无回弹，但是由于板料高温氧化，使得表面质量不佳，所以控制氧化皮的产生成为亟待解决的问题。当压边力增大时，减薄现象在零件圆角处更加明显。
2）微观组织。经过直接热成形和间接热成形得到的零件，其微观组织均为马氏体，且沿着防撞梁的几何轮廓分布十分均匀。
3）显微硬度。在防撞梁零件上五个不同位置进行取样，进行显微硬度测试，其硬度分布均匀，都在450HV以上，直接热成形得到的零件平均硬度值是491HV，间接热成形得到的零件平均硬度值是485HV。
4）抗拉强度。对零件进行拉伸试验，两种工艺得到的零件强度大幅提升，都达到了1500MPa以上，延伸率下降，抵抗变形的能力增强，完全满足实际生产所需要的抗冲击性能。
A new technology of metal sheet forming called hot stamping technology is developed inrecent years, which mainly is used to produce high strength pieces of automobile body. Thebasic principle is that the blank which is heated to austenitizing temperature is stamped andquenched to make the metallurgical organization of processing components change from theoriginal mixture of ferrite and pearlite into martensite and meet the requirements of highstrength and high hardness. Improve the precision of shapes and sizes greatly, solve the issuesthat the high strength steel parts springback, wrinkling and crack in the forming process.
In this paper take the automobile anti-collision beam parts for example, carry through thenumerical simulation of hot stamping forming technology, design mould, analyze the experi-mental results and provide guidance for hot stamping actual production, the main research workhas a few points:
1. The numerical simulation for hot stamping of anti-collision beam. Through the use ofPam-Stamp_2G2011software the numerical simulation of process of hot stamping is carriedout. Set up the finite element model based on the theory of the numerical simulation of hotstamping. The paper mainly analyzes the influence of BHF, mould clearance, friction coefficienton the hot forming process and the microstructure after forming. Optimize reasonable parame-ters of forming process. The results indicate that: the BHF influence the forming effect in a largeextent. BHF is larger, sheet is more thinner obviously; the friction coefficient affects the flow ofthe sheet and it is greater, more obvious metal sheet thins; the mould clearance is greater, thethickness is bigger, but it affects the shaping accuracy if it’s too great; the microstructure aremartensite after quenching and are uniformly distributed.
2. Design hot stamping mould of anti-collision beam. According to the hot stamping processcharacteristics, puts forward the cooling system design principle, design the hot stamping mouldstructure and cycling cooling water, discuss the way to seal. Research shows that the coolingsystem must ensure effectiveness, uniformity, sealing and avoid cooling blind area; the mouldstructure includes: convex, concave die, module installed board, blank holders, guide plate, etc.and water circulation is connected in parallel. But module seal way needs to be improved.
3. Hot-stamping experiment of anti-collision beam is operated. Produce the actualhot-stamping mould and carry through experiments of direct hot forming and indirect hot form-ing respectively. Introduce the material of hot-forming mould in detail. Compare and analyze themacro-morphology, microstructure, micro-hardness, tensile strength of parts which are producedthrough two kinds of forming methods. The results show:
1) Macro-morphology. The parts got through hot forming have no springback and the preciseof contour profile is accurate. But the sheet in high temperature is seriously oxidized, whichmake the surface quality not good. It is to be a problem that the appearance of oxide skin is con-trolled in hot-forming process. When the BHF increases, thinning phenomenon in the round thepart is more evident.
2) Microstructure. The microstructure of parts got through direct and indirect hot forming ismartensite. And it is homogeneous along the sample geometry.
3) Micro-hardness. Get the samples from the five different positions of beam. Go on the mi-cro-hardness test. Its hardness distribution is homogeneous, and more than450HV. The averagehardness value of parts obtained from direct hot forming is491HV and the one from indirecthot forming is485HV.
4) Tensile strength. Carry out tensile test of parts. The strength of parts from the two pro-cesses promotes dramatically and reaches1500MPa above. The elongation drops and the abilityof deformation resistance strengthen. It fully meets the requirement of shock resistance neededby practical production.
本文开展了汽车防撞梁的热冲压成形工艺数值模拟、模具设计以及成形实验的相关研究，为热冲压成形的实际生产提供指导。主要的研究工作有以下几点：
1.防撞梁热冲压成形数值模拟。使用Pam-Stamp_2G2011软件对防撞梁热冲压成形工艺进行了数值模拟，基于热冲压成形数值模拟的理论基础，建立了有限元模型。主要分析了压边力大小、模具间隙、摩擦系数等因素对热冲压成形过程及微观组织的影响。根据模拟结果，优化出了合理的成形工艺参数。结果表明：压边力在很大程度上影响成形效果，压边力越大使板料减薄越明显；摩擦系数影响板料流动，其值越大，板料的减薄情况越明显；模具间隙越大板料的减薄越小，但是间隙过大会影响成形精度；淬火结束后零件的组织均为马氏体，且分布较均匀。
2.防撞梁热冲压成形模具设计。根据热冲压成形工艺特点，提出了冷却系统设计原则，设计了热冲压成形模具结构和循环冷却水路，探讨了密封方式。研究表明：冷却系统必须确保有效性、均匀性、密封性，避免冷却盲区；模具结构包括：凸、凹模、模块安装板、压边圈、导板等，循环水路以并联方式连接，但模块密封方式有待改进。
3.防撞梁热冲压成形试验研究。加工制作了热冲压成形试验模具，分别进行了直接热成形和间接热成形的试验，介绍了热冲压成形模具材料；对两种成形方法零件的宏观形貌、微观组织、显微硬度和抗拉强度进行了比较、分析。结果如下：
1）宏观形貌。通过热成形得到的零件轮廓尺寸精确、无回弹，但是由于板料高温氧化，使得表面质量不佳，所以控制氧化皮的产生成为亟待解决的问题。当压边力增大时，减薄现象在零件圆角处更加明显。
2）微观组织。经过直接热成形和间接热成形得到的零件，其微观组织均为马氏体，且沿着防撞梁的几何轮廓分布十分均匀。
3）显微硬度。在防撞梁零件上五个不同位置进行取样，进行显微硬度测试，其硬度分布均匀，都在450HV以上，直接热成形得到的零件平均硬度值是491HV，间接热成形得到的零件平均硬度值是485HV。
4）抗拉强度。对零件进行拉伸试验，两种工艺得到的零件强度大幅提升，都达到了1500MPa以上，延伸率下降，抵抗变形的能力增强，完全满足实际生产所需要的抗冲击性能。
A new technology of metal sheet forming called hot stamping technology is developed inrecent years, which mainly is used to produce high strength pieces of automobile body. Thebasic principle is that the blank which is heated to austenitizing temperature is stamped andquenched to make the metallurgical organization of processing components change from theoriginal mixture of ferrite and pearlite into martensite and meet the requirements of highstrength and high hardness. Improve the precision of shapes and sizes greatly, solve the issuesthat the high strength steel parts springback, wrinkling and crack in the forming process.
In this paper take the automobile anti-collision beam parts for example, carry through thenumerical simulation of hot stamping forming technology, design mould, analyze the experi-mental results and provide guidance for hot stamping actual production, the main research workhas a few points:
1. The numerical simulation for hot stamping of anti-collision beam. Through the use ofPam-Stamp_2G2011software the numerical simulation of process of hot stamping is carriedout. Set up the finite element model based on the theory of the numerical simulation of hotstamping. The paper mainly analyzes the influence of BHF, mould clearance, friction coefficienton the hot forming process and the microstructure after forming. Optimize reasonable parame-ters of forming process. The results indicate that: the BHF influence the forming effect in a largeextent. BHF is larger, sheet is more thinner obviously; the friction coefficient affects the flow ofthe sheet and it is greater, more obvious metal sheet thins; the mould clearance is greater, thethickness is bigger, but it affects the shaping accuracy if it’s too great; the microstructure aremartensite after quenching and are uniformly distributed.
2. Design hot stamping mould of anti-collision beam. According to the hot stamping processcharacteristics, puts forward the cooling system design principle, design the hot stamping mouldstructure and cycling cooling water, discuss the way to seal. Research shows that the coolingsystem must ensure effectiveness, uniformity, sealing and avoid cooling blind area; the mouldstructure includes: convex, concave die, module installed board, blank holders, guide plate, etc.and water circulation is connected in parallel. But module seal way needs to be improved.
3. Hot-stamping experiment of anti-collision beam is operated. Produce the actualhot-stamping mould and carry through experiments of direct hot forming and indirect hot form-ing respectively. Introduce the material of hot-forming mould in detail. Compare and analyze themacro-morphology, microstructure, micro-hardness, tensile strength of parts which are producedthrough two kinds of forming methods. The results show:
1) Macro-morphology. The parts got through hot forming have no springback and the preciseof contour profile is accurate. But the sheet in high temperature is seriously oxidized, whichmake the surface quality not good. It is to be a problem that the appearance of oxide skin is con-trolled in hot-forming process. When the BHF increases, thinning phenomenon in the round thepart is more evident.
2) Microstructure. The microstructure of parts got through direct and indirect hot forming ismartensite. And it is homogeneous along the sample geometry.
3) Micro-hardness. Get the samples from the five different positions of beam. Go on the mi-cro-hardness test. Its hardness distribution is homogeneous, and more than450HV. The averagehardness value of parts obtained from direct hot forming is491HV and the one from indirecthot forming is485HV.
4) Tensile strength. Carry out tensile test of parts. The strength of parts from the two pro-cesses promotes dramatically and reaches1500MPa above. The elongation drops and the abilityof deformation resistance strengthen. It fully meets the requirement of shock resistance neededby practical production.
引文
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[2]杜继涛，甘屹，齐从谦等. TRB及其轧制应用关键技术[J].汽车技术，2007，7：45-48.
[3] Manabu TAKAHASHI. Development of High Strength Steels for Automobiles[R]. NIPPONSTEEL TECHNICAL REPORT No.88, July2003.
[4] Senuma T. Physical Metallurgy of Modern High Strength Steel Sheets[J]. ISIJ International,2001,41(6)：520-532.
[5] Eveertt C Oren. Automotive Materials and Technologies for the21st Century[C]//39. Me-chanical Working and Steel Processing Conference, ISS,1998:639-643.
[6] KURIYAMA YUKIHISA, TAKAHASHI MANABU, OHASHI HIROSHI. Trend of CarWeight Reduction Using High-strength Steel[J]. Journal of the Society of Automotive Engi-neers of Japan,2001,55(4):51-57.
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